Passenger-railway system



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.657. Patented May 10, 18,92.

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PASSENGER RAILWAY SYSTEM. No. 474,657. Patented May 10,1892.

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' PASSENGER RAILWAY SYSTEM. No. 474,657. Patented'May 10, 1892.

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UNITED STATES PATENT OFFICE.

CHARLES M. HOLLINGSIVORTH, OF CLEVELAND, OHIO.

PASSENGER-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 474,657, dated May 10, 1892.

Application filed July 20, 1891. Serial No- 400,157- (N model.)

To aZZ whom it may concern.-

Be it known that I, CHARLES M. HOLLINGS- WORTH, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Passenger-Railway Systems, of which the following is a specification.

My invention relates to railway systems in which passengers are transferred to and from moving trains by means of revolving circular platforms properly placed with relation to the train-tracks; and it consists in the combination of parts hereinafter described, and definitely pointed out in the claims.

In the drawings, Figure l is a plan view of what I now consider to be one of the best constructions for a terminal of the system. Fig. 2 is a vertical sectional View of the same. Fig. 3 is a plan view'of a form of the system which includes at one end a modified form of a terminal stationviz., a floating station -to and from which passengers may pass only by way of the cars. Fig. 4 is a vertical section on the line 4 4 of Fig. 3. Fig. 4 is a detached View of the mechanism for revolving said platform. Fig. 5 is a plan view of one complete system which has no waystation shown. Fig. 6 is a plan view of a system having one variety of tracks upon which the transferplatform runs. Fig. 6 is aprofile of the said transfer-platform tracks. Fig. 7 is a plan View of another arrangement of transfer-platform tracks. Fig. 8 is a plan view of a system having still another arrangement of said tracks. Fig. 9 is a view transversely of the main tracks, showing a signaling apparatus. Fig. 10 is a plan view of the means for moving the signal-arm in one direction. Fig. 11 is aside View of a track-section, showing the mechanism by which each train may cause the signaling arm or pointer to be returned to the zero-point. Fig. 12 is a plan view, and Fig. 13 a side elevation, of one form of movable transfer-platform adapted to be used in transferring passengers between way-stations and the moving trains. Fig. 14 is a top view of the barb which is attached to the car.

I will now proceed to describe the system as illustrated in the drawings, referring to the parts by reference letters and figures.

A A represent the main tracks upon which the through trains run, and which for convenience I will call the up and down tracks, respectively. These tracks are connected at their ends by curved tracks A A thereby forming one continuous track, around which trains may run indefinitely.

13 represents the continuously-movingtrain, which may be propelled by any kind of motor. As shown, however, the train is propelled by an electric motor mounted on one car and receiving the current from a center rail A.

C C represent revolving circular platforms, which are placed between the tracks A A, one at each end of the line, and in such relation to the connecting-curves A A that a train traveling around said curve will move so close to said platform that a person may readily step from one to the other.

I have based the construction and intended mode of operation of the circular platform as a means for passing to and from a moving train, primarily, on the factthat the angular motion at the center of a revolvihg circular platform is all and increases as the radial distance from the center to the circumference increases. A body supported on such a platform gradually acquires tangential motion in moving toward the circumference and gradually loses tangential motion in moving to- Ward the center of rotation. Thus one may, it suitable means are provided, get onto a revolving circular platform near the center of rotation without material disturbance to ones balance, and then bymovingaway from the center gradually and imperceptibly acquire the greater movement of the outer edge of the platform.

As shown in Figs. 1 and 2, the platform C is in the form of a ring, which surrounds a central stationary platform D. Both platforms are elevated, and a person may reach the stationary platform by passing under the moving platform to stairs which lead to the stationary platform. The platform C has on its under side and near its outer and inner edges, respectively, the circular beams c a which serve as tracks and rest upon the friction-rollers ff, which are mountedon the columns F F, arranged in circles about the v E is mounted a series of rollers or wheels ee',

which rest, respectively, on the flange c on the platform C and the flange d on the platform D. By these means the platform E is supported with its upper surface at the level of the proximate edges of the platforms 0 and D.

A series of horizontal wheels 6 6 each having a flange 6 which rests upon flanges c on the'platform O and d on the frame of the platform D, is loosely journaled to a stiff.

ring 6 This ring is sustained byits connection with the wheels, and the only function of the ring, as shown in the drawings, is to keep the wheels e e properly spaced at the same distance from each other. Each wheel is connected by means of a pitman c with the under side of the platform E. The faces of the wheels e c bear on one side against the edge of the flange 0 of the platform 0 and on the other side against the edge of the fixed flange d The friction between the wheels c e and the fixed flange d on one sideand therevolving flange c on the other side cause said wheels to revolve. By reason of the connection above explained between the platform 0 and the wheels 6 c said wheels move the platform E intermittently forward in the same direction that the platform 0 moves.

I When the pivots which connect the pitmen e with the wheels e is nearest the platform 0, as shown in the drawings, the platformE will move fastest and at substantially the same angular velocity as that at which the platform 0 moves. When the said pivots are nearest the fixed platform D, the platform E is stationarythat is to say, as said points of connection between the wheels 6? and pitmen e are moving outward the platform E moves with increasing velocity until said points of connection are nearest to the platform 0, and after that the platform E moves with decreasing velocity until it becomes substantially stationary for the instant when said points of connection are nearest the fixed platform. The platform E is therefore an intermittentlymovableplatform. NVhen stationary,ornearly so, passengers may pass between it and the fixed platform D. When moving at and near its maximum speed, passengers may pass between it and the platform 0. In both cases the passenger passes from one platform to a platform which is relatively fixed,-or substantially so.

The draft of the cableZ upon the platform C will provide sufficient friction between the wheels 6 e and the platforms 0 and D to insure the revolution of said wheels; but I do not intend to limit the invention herein described and claimed to a platform 0 when driven by a cable or any other specific mechanism nor to the combination of the continuously-moving platform 0 with an intermittently-movable platform which is moved by any specific mechanism. When the train B is traveling upon the curved track A at the same angular rate that the platform 0 moves, the outer edge of the platform and the train will remain in fixed relative positions and passengers may Without danger pass from one to the other.

If the motor-man in charge of the train be skillful, he can generally cause the train to move at the same angular rate as the platform; but I believe that the best practice requires some means for connecting the train with the platform,so that during the time the train is on the curve A or A said train and platform shall certainly move at the same angular rate and be thereby relatively fixed. I have therefore provided such means, which consist of the following parts viz., a barb, attached to the forward or motor car and provided with a longitudinal horizontal slot 1), and a spring-actuated radially-movable bar 0", attached to the revolving platform 0. The bar a has a roller on its outer end,which permits it to move with comparatively little friction upon the bar b, against which it is pushed by the spring 0 It will rarely happen that the car will move alongside of said platform with such accuracy that the bar 0 will immediately enter the slot 17' in the bar I); but by the aid of certain visible signals, to be hereinafter explained, it may come so near it that the friction-roller 0 will strike against the face of the bar 1). Bar 1) may be curved or beveled at its ends to push back the bar 0 when it misses Z). If the roller is in front of the slot 1), the car will be speeded forward until the bar 0 can be forced into said slot. If behind the slot, the car is slowed down until the said bar can be forced into the slot. In order that the car may come alongside of the platform at approximately the desired point, I provide a moving signal traveling down the track, whereby the motor-,man may regulate his speed and position. A shaft G is suitably mounted in a bearing beneath the track. At one end of the shaft is secured a cog-wheel, which is revolved through its engagement with the revolving platform. The other end of the shaft is connected suitably with a sprocket-wheel or sheave g, over which runs a chain or cable 9. At a suitable distance down the track is secured a sprocketwheel or sheave 9 over which said chain runs. The length of the chain should be equal to the circumference of the platform 0 or some multiple thereof, and a point on the chain should move at the same rate as a point on the edge of the platform. One or more visible signals g are attached to this chain in such a position that the motor-man may at some distance down the track bring his train into some predetermined relation to the proper signal, which, if this relation is maintained, will IIO cause the train to move up to the platform at approximately the place to cause the engagement of the two bars (2 and Z), as above explained. At the same time the train and the outer edge of the platform will before such engagement occurs be moving at substan tially the same rate, so that no jar will be produced either on the train or platform and the two will remain relatively immovable until the train in passing from the curved to the straight track begins to separate from the platform. As this separation takes place the bar 0 is automatically withdrawn from the slot in the bar Z).

It is evident that unless the trains are of a length equal to the circumference of the platform C only a part of the edge of the platform, equal to the length of the train, is available as a means for entering and leaving the moving trains, and it is therefore necessary to be able before the train arrives to know just what part of the platform will be available for the purpose, so that passengers who wish to board the train will know Where to congregate to be ready. This result is secured through having the trains so controlled that they will always come alongside of a predetermined part of the revolving platform. This is made easy in part by the signaling apparatus above explained and in part by another signaling apparatus which informs the motor-man as far down the track as desired whether or not he is coming up right to make the proper connection with the platform. This signaling apparatus consists of a dial or series of dials and associated pointers placed alongside of the track at suitable intervals and the means for operating them. The dial 1 (see Figs. 9, 10, and ll) faces the approaching train. The pointer is pinned to a central shaft, which is revolved step by step by means of a pawl 2, a lever 3, carrying an armature, and a pawl 4, and a ratchet 5, and an electro-magnet 6. The electrical circuit in which the electro-magnetis placed is closed by a boss 7 on the platform 0, which presses against a metallic spring 8 at each revolution of the platform or fraction thereof, thereby pressing it against a metallic plate 9, said spring and plate being connected with the conducting-wires of the circuit. Each time the circuit is completed the electro-magnet draws the armature on the lever 3, and the pawl 52, acting on the ratchet, causes the pointer to move forward one space. In approaching the terminal platform on proper time, as determined by signals already passed, the motor-man will see the pointer of the signal which is nearest the terminal, as at X, move when he is, say, fifty feet from it, more or less, which movement of the pointer will have a definite and known relation to the movement of the traveling signals 9 He will then know that he is at about such a dis tance from the platform that by running at normal speed he will come up to the signal 9 and afterward to the platform at about the fer-car, which stops for the purpose.

right position. The signals 9 on the cable g, above described, will, as before explained, aid the motor-man to come to exactly the right point.

The dial-and-pointer signals above described also serve to properly distribute the trains for the following reasonviz., each train in passing one of the signals resets it to zero. Therefore when the motor-man on a train comes to a dial on which the pointer has moved forward any number of spaces he may know that the platform 0 has made just that many revolutions since the preceding train passed and thus if the terminal platform is made to revolve at an approximately uniform rate its revolutions, recorded by a signal placed at any point on the line, may serve as units of time to indicate whether or not a train passing the signals is making its proper time relative to the train next ahead of it. sired that the trains should move at a higher speed over one part of the line than another, it is only necessary that the motor-man be definitely so instructed, so that each one on coming to this part may so increase his speed that he will arrive at and pass the signals ahead at the proper interval of time after the passage of the preceding train. Forthis part of the line the space-intervals between trains would be increased in proportion to the increase of speed, while the time-intervals between trains would remain the same as for other parts. It is also evident that the speed of the trains may be so varied in a definite and regular manner that they will move more slowly in passing any or all of the transferstations, both terminal and way stations, than on the intermediate portions of the line, the traveling signals g enabling the motor-man to bring himself definitely to the proper reduced speed in approaching a terminal platform.

The means whereby each train in passing a signal resets it to zero consists of a lever 10, placed alongside of the track at a point where it will be depressed by the passing train. This lever operates a lever 12, which extends to the signal, where it is connected with a vertically-movable rod 11. This rod as it is moved up withdraws the retaining-pawl 4E and the moving-pawl 2, whereupon the pointershaft is revolved by a spring 13 to bring the pointer to zero.

This system of transferring passengers at way-stations may take several different forms, some of which are illustrated in the drawings. In Fig. 8 two supplemental tracks H H are provided, which lie parallel to the main tracks and extend the entire length of the line between terminals. On these tracks a transfer train or car 0 may be run. Passengers pass from the stationary platforms J to the trans- The The transfer-car then slows If it is de- .IIO

down and stops at the next stationary platform J. When this mode of operation is followed, the transfer-car will preferably be propelled by anindependent motor and managed by its motor-man. A passenger in no hurry can stay on the transfer-train as long as'desired, but one wishing to make a quick trip goes from thetransfer-train to the through main tracks, which supplemental tracks are connected at the ends, as shown. I represents the stationary platform from which the up passengers pass to the transfer-platform and to which the down passengers pass from said platform, and 1' represents the stationary platform from which the down passengers pass to the transfer-platform and to which the up passengers pass therefrom. The transfer-platform may have its independent motor, or it may be constructed in the form shown in Figs. 12 and 13. This platform is mounted on suitable trucks, and it receives its motion whollyfrom the continuously-moving train. Mounted at the corners of the platform are the sheaves K K K K, around which runs an endless friction-belt L. At one end of the car is a longitudinally movable frame M, in which is mounted a sheavelV which is adapted to bear against said belt L. The frame is connected with alever Nor its equivalent, whereby a greater or less tension may be applied to the belt L. The belt, so called, consists in the form shown of two cables, which are connected at intervals by the bridgepieces Z Z. On each through train is a drawhead P,which strikes against one of the bridgepieces Z, thereby moving it forward. By a proper application of tension upon the belt L this forward movement is caused to start the platform without any considerablejar and to cause the platform to gradually acquire the velocity of the train. As the belt L moves forward faster than the platform moves, the draw-head projecting from the through train will soon move against a lug O, which projects from the side of the platform and is there retained by the spring 0', also secured to said platform, whereupon the platform and train move forward in a fixed relation to each other until the platform, following the track H on which it runs, moves away from the train. The lug O-is withdrawn from its engagement with the draw-head and the platform moves over onto the track H, when by the application of suitable brakes it is stopped alongside of the fixed platform I. Passengers pass, as desired, in either direction between the movable platform C' and the fixed platform I, and the through train coming from the opposite direction engages with the movable platform, as before, and carries itback to the fixed platform I. WVhile the train and transfer-platform move side by side passengers may pass from one to the other, as desired.

In the construction shown in Figs. 6 and 6 the transfer-platform is carried in the direction indicated by the arrow by the moving train. After traveling with the train a considerable distance the two separate by reason of the curve in the track on which the transfer-platform runs. This track is also set on an incline, as shown by the profile view in Fig. 6 The grade causes the platform to stop and then roll down through the action of gravity back to the fixed platform, when the passengers get on or off, as desired.

In Figs. 3 and at another modification in a part of the system is shown. The revolving circular platform at one end of the line may be so constructed that there is no way of getting to and from it except by the train. Where the platform at one end is of this construction, that at the other end must have some means of getting to and from its central part without traveling on the platform itself. The construction shown in Figs. 1 and 2 may be employed at said end of the line. The platform shown at the left of Fig. 3 may be put to any desired use-as, for example,it maybe used as a refresh merit-pavilion or as an observatory. W'hen sufficiently"elevated, persons sitting at one point on it can asitrevolves obtain a view in any direction. This platform may be in the form of a floating vessel, as shown. When so constructed, it is held in its proper relation to the tracks by a fixed ring of trestle-work Q, which surrounds it. It may be revolved by means of a motor R, which it supports. The motor drives one or more radiating shafts r, to the ends of which are keyed or otherwise secured the pinions 0".

IIC

When the platform floats on the water, it is necessary to make some provision for the variation in the height of the water or in the depth to which the float sinks due to the differences in the load which it may carry.

I render the platform operative under the Varying conditions by means of a ring-shaped platform 0 mounted on trucks on the trestle Q. This ring C is connected with thefioating platform by vertical tongues and grooves, as at Q. The shafts to which the pinions r are secured are mounted on the ring 0 and are connected with the shafts r by the mechanism shown in Fig. 4*viz.,a shaft 1*, which enters a socket in the end of the shaft 0, the relative revolution'of said shafts being prevented by splines. A link r is connected by universal joints at one end with the pinion-shaft and at the other with the trestle r These pinions 'r' engage with a rack mounted on the vessel-ring Q.

The specific construction of the revolving platform and its operating mechanism which having gates s, which may be operated by an attendant. It is intended that such of the gates shall be open as are atthe part of the platform alongside of which the train will move. Therefore passengers may pass through the open gates at the parts of the platform from which they may board the moving train, but not at the other parts thereof.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a railway system, a stationary circular platform and means for getting to and from the same, a revolvingring-shaped platform surrounding said stationary platform, and an intermittentlymoving ring-shaped platform intermediate of said stationary and revolving platforms, with a fixed curved track outside of and extending partly around said revolving platform, and tracksAA, continuous with said curved track, substantially as and for the purpose specified.

2. In a railway system, as the means for making transfers to and from moving trains at the terminals of the line, a circular stationary platform, means for getting to and from the same, a revolving ring-shaped platform surrounding said stationary platform, and an intermittently-movable ring-shaped platform intermediate of said stationary platform and revolving platform, combined with a curved track outside of said revolving platform, a train moving thereon, and means connecting said train and revolving platform together, thereby holding them in fixed relation to each other during the time the train is on said curve, substantially as and for the purpose specified.

3. In a railway system, as the means for safely getting onto and from moving trains at the terminals of the line, a revolving circular platform, a curved track outside said platform connecting the up and down tracks, and a train moving on said curved track, combined with a spring-actuated bar and a socket adapted to receive its end, one of said parts being carried by the train and the other by the platform, substantially as and for the purpose specified.

4:. The combination of a revolving circular platform, a curved track outside of said platform, and a track A, continuous with said curved track, with a movable signal and mechanism connecting said platform and signal,

whereby the latter is moved and at a rate in definite relation to the rate of movement of said platform, substantially as and for the purpose specified.

5. The combination of a revolving platform, a fixed curved track outside of said platform, and a track A, from which trains may pass onto said curved track, with a signal movable alongside of said track toward said platform and mechanism connecting said platform and signal, whereby the latter is at the same velocity as that of the periphery of the platform, substantially as and for the purpose specified.

6. In a railway system, the combination of a revolving circular platform, a curved track outside said platform, and a track A, from which the trains may pass to said curved track, with an endless belt having visible signals secured thereto lying alongside of the track A, two pulleys over which the belt runs, one located near the platform, the other at a distance therefrom and alongside of the track A, and means for driving said belt at approximately the same velocity as the periphery of the platform. substantially as and for the purpose specified.

7. In a railway system, the combination of a revolvingcircular platform, a curved track outside of said platform, and a track A, from which trains may pass onto said curved track, with an endless belt equal in length to a multiple of the circumference of the platform, two pulleys over which said belt runs, one located near the platform, the other at a distance therefrom and alongside of the track A, a visible signal attached to said belt, and means for driving said belt at approximately the same velocity as the periphery of said platform, substantially as and for the purpose specified.

8. In a railway system, the combination of a revolving circular platform, a curved track outside said platform, and a track A, from which trains may pass onto said curved track, withavisibledial-and-pointersignalingdevice placed alongside the track A, an electromagnet adapted to operate the same step by step, and means whereby the revolving platform completes the electrical circuit in which said electro-magnet is placed at suitableintervals, substantially as and for the purpose specified.

9. In a railway system, the combination of a revolving circular platform, a curved track outside said platform, and a track A, from which trains may pass to said curved track, with a series of dial-and-pointer signals alongside of the traokA at suitable distances apart, an electro-magnet in connection with each signal and adapted to ,move the same step by step, an electrical circuit including all of said electro-magnets, and means whereby said circuit is closed at suitable intervals by said platform, substantially as and for the purpose specified.

10. The combination of a revolving circular platform, a curved track outside of said platform, and a track A, continuous with said curved track, with aseries of dial-and-pointer signals placed at intervals alongside of said track A, an electro-magnet connected with each signal and adapted to move the same step by step, an electric circuit including all of said electro-magnets, means whereby the circuit is closed at suitable intervals by said platform, and means whereby each signal is independently reset to zero, substantially as and for the purpose specified.

11. In a railway system, the combination ofv a revolving circular platform, a curved track outside said platform, a track A, from which trains may pass to said curved tracl and trains traveling on said tracks, with a series of dial-and-pointer signals, an electro-magnet connected with each signal and adapted to move the same step by step, an electric circuit including all of 'said electro-magnets, means whereby the circuit is closed at suitable intervals by said platform, and means whereby each signal is independently reset to zero by each passing train, substantially as and for the purpose specified.

CHARLES M. I-IOLLINGSWORTH.

Vitnesses:

E. L. THURSTON, FRANK. MILL R. 

